3 Inventory and Data
Transcript of 3 Inventory and Data
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
3 Inventory and Data
Data management is fundamental to the overall asset management process. In order to
apply an asset management approach there are three types of data that are required:
Inventory – details of the number, location, size, type, age and make up of each
asset.
Condition – measurement and rating of the condition of the asset.
Use – details of how the assets are used.
These records will enable Gloucestershire to:
Monitor and report on the condition of the highway network.
Assess the expected life of assets or their components.
Assess current levels of service and develop future levels of service.
Assess current and future performance indicators.
Model future maintenance options and identify future investment strategies.
Develop long-term forward work programmes and associated budget requirements.
Carry out valuation assessments of each of the assets and calculate depreciation.
Effective asset management is not just about the assets to be managed, it is about the
systems and business processes used to manage those assets. As such there is a need to
examine processes, storage and usage of the data.
Networks
We maintain two digital networks to represent the Highway Networks.
the Local Street Gazetteer
The Pavement Management System (PMS) network
The Local Street Gazetteer (LSG) is made up of a network representing the centreline of all
highways, including public rights of way. The smallest unit is an Elementary Street Unit. This
network is used for registering and managing Streetworks, Traffic Management Act work,
and as the basis for CONFIRM, the highways maintenance system which is used in
Gloucestershire for recording inventory and maintenance/works ordering.
The PMS network is the network used for inspecting and reporting the condition of the
highway (from A-roads to unclassified roads). It differs from the LSG because it is defined by
the physical characteristics of the highway rather than junctions and street names. (See
Carriageways – condition, below).
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
We have networks which are made up of selected routes for particular reasons
Primary Salting network
Secondary Salting network
Resilience network
Safety Inspection routes
Traffic Sensitive routes
Public Rights of Way network
The primary salting network covers 29% of our highway network and comprises:
Class A and B roads
Roads leading to main hospitals, ambulance stations, police stations and fire
stations
Some strategic public transport routes
Roads serving main shopping centres
The majority of secondary schools
The secondary salting network comprises
Major bus routes (operated every two hours or more frequently) not covered by the
primary salting network
Routes adjacent to major educational establishments (in term time) provided
treatments can be completed by 0800 hrs using available spreading equipment
Other locations where high traffic volume or local conditions dictate as well as
access into rural communities
The resilience network is, in the first instance, our minimum winter network, which would be
where resources would be concentrated in the event of prolonged winter weather or a
shortage of salt. Chapter 10 of this document details some of the work we are doing
identifying critical assets on the resilience network. For further information on the above,
see our Adverse Weather Plan, which is updated annually.
Safety inspection routes are used by highway inspection teams to identify safety defects and
other issues that require action from the highway authority. The frequency at which the route
is inspected is determined by the hierarchy of the individual road - see safety inspection
policy for current definition.
Traffic sensitive routes are routes on which works would cause unacceptable delays; usually
only at particular times of day, such as key commuter routes, routes to schools, etc. or
particular days of the week, such as Market day. We apply stricter controls to utility
contractors and to our highway maintenance contractor in relation to the times of day works
can be carried out on these routes.
The Public Right of Way Network has its own plan, which can be found here
Rights of Way Improvement Plan.
For this reason, only the key PRoW inventory statistics are included in this plan, for
completeness.
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Management Systems
We use a number of different management systems to hold and manage inventory and
condition data. The following table is an extract from the County Council’s Information Asset
Register.
System Contents and purpose GCC contact Number of records
Hosted or local
CONFIRM Works management; highway and drainage assets; Public enquiry management
tba Huge Hosted
MAYRISE Streetlights inventory and condition; lit signs and bollards inventory & condition; zebra crossings
Ken Pitt 70,000 items Hosted
SYMOLOGY Streetworks noticing & National Street Gazetteer maintenance
Phil Cameron Huge Hosted
WDM UKPMS
Pavement inventory conditions
Andy Tonkinson Huge Hosted
Drakewell C2 Traffic monitoring Andy Tonkinson 280 permanent sites, ,000's of
temporary surveys
Hosted
TRAMS Traffic signals Inventory & condition
Phil Cameron 300 sets of signals, 2
spreadsheets. Asset data
being collected and TRAMS
system populated by
October 20178
Hosted
List of Streets Contains list of streets maintainable by GCC under the Highways Act
Karen Pearman 5 books, 300 sheets in each, also some large
map books
Local
AMX Structures management
system which is being procured for commissioning in April 2018
Jennie Dorman tba hosted
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Data management and BIM
The County Council’s Data and Information policies set out how we will use, store and share
data across our business, and this applies to the management of the Highways service as
much as to any other part of the County Council.
Building Information Management (BIM) is a way of sharing information about the design
and use of an asset, across its lifecycle from design to demolition. The Government has a
requirement for all their new construction projects, regardless of financial size, to be BIM
compliant. The County Council needs to determine how BIM will be implemented for County
Council projects, and how it can be applied to an established, mature highway network, as
well as to new-build stand alone projects.
There are different levels of maturity for BIM, as shown in the following figure. A very basic
Level 0 system would use CAD Drawings and paper management files. Level 3 maturity BIM
would use a fully integrated system with web access to 3D models for all users.
Existing Assets
For existing assets, inventory and maintenance information should be held electronically,
and accessible through a single system. It is important that information which is held is easily
accessible for different users. Information needs to be available in both a “read-only” and an
editable format.
Copies of drawings, photographs and reports should be held in read only formats (.TIF,
.JPG, .PDF) and accessible through Confirm, being electronically “attached” to the relevant
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
asset – bridge, drainage system, etc. Photographs should be compressed to minimise
storage requirements.
Original drawings and reports should be held in their original format – but there should be a
review process to ensure that changes to software, storage media etc do not render
information inaccessible.
The above would be considered to be at Level 1/level 2 maturity for BIM.
Data Gaps
The individual asset data sections below highlight the current gaps in data, at the end of the
chapter there is a summary of all of the current data gaps, and our proposals and priorities
for closing those gaps and collecting missing data.
New Build projects
A level of BIM maturity should be determined for all new build projects, appropriate to their
size, complexity, and the number of interacting parties.
Future-Proofing information
Each asset owner should have a process for reviewing, on an annual basis, the format and
media used for information storage
As-built information
All maintenance contracts, and new developments include a requirement to provide as built
information. Where this is provided by external developers the form of submission of data is
contained in the Manual for Gloucestershire Streets. Our maintenance contracts all include
requirements to update existing records with as built data.
Data Summary
The following table shows the quantities of each asset type and group (broadly following the
CIPFA Asset Type classification). The following sections provide a more descriptive level of
detail for each individual asset type and Appendix 3 contains detailed quantities, costs and
valuations for each asset group which feeds into Lifecycle Plans.
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ASSET TYPE ASSET GROUP QUANTITY
CARRIAGEWAYS PRINCIPAL URBAN 156 km
PRINCIPAL RURAL 415 km
CLASSIFIED URBAN 365 km
CLASSIFIED RURAL 1597 km
UNCLASSIFIED URBAN 1272 km
UNCLASSIFIED RURAL 1622 km
FOOTWAYS AND CYCLETRACKS
HIGH CATEGORY FOOTWAYS 116.8 km
OTHER FOOTWAYS 3518 km
SEGREGATED CYCLETRACKS 312 km
STRUCTURES BRIDGES (SPAN > 1.5M) 788 no.
CULVERTS (1.0M < SPAN > 1.5M) 118 no.
PEDESTRIAN SUBWAYS 16 no.
FOOTBRIDGES 55 no.
NON-HIGHWAY BRIDGES 16 no.
RETAINING WALLS (HEIGHT >1.4 M) 300+ no.
HIGHWAY LIGHTING
LIGHTING COLUMNS/UNITS 60559 no.
HERITAGE COLUMNS 601 no.
SUBWAY LIGHTING UNITS 148
HIGH MAST COLUMNS 16 no.
LOW LEVEL UNITS/FEEDER PILLARS 811 no,
ILLUMINATED BOLLARDS 1939
ILLUMINATED TRAFFIC SIGNS 4177
STREET FURNITURE
NON-ILLUMINATED TRAFFIC SIGNS 100,000+
NON-ILLUMINATED BOLLARDS 13,000+
SAFETY FENCES 58838 m
PEDESTRIAN BARRIERS 36931 m
BUS SHELTERS 111
CATTLE GRIDS 86 no.
TREES 29983
ROAD STUDS tbc
ROAD MARKINGS tbc
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TRAFFIC MANAGEMENT SYSTEMS
TRAFFIC SIGNALS 173 locations
PEDESTRIAN SIGNALS 197 locations
ZEBRA CROSSINGS 231 locations
SCHOOL CROSSINGS 224 locations
WIG-WAG SITES (Fire service) 4 locations
CAR PARK / VARIABLE MESSAGE SIGNS 6 no.
CCTV CAMERAS 4 no.
ANPR CAMERAS 9 no.
BUS GATES/RISING BOLLARDS 2 no.
REAL TIME PASSENGER INFORMATION 3 routes
AUTOMATIC TRAFFIC COUNTER SITES
280 no.
DRAINAGE SYSTEMS
GULLIES 114479 no.
BALANCING POND 24 no.
CATCHPIT 78 no.
COUNTERFORT DRAIN 400 m
CULVERT 2603 m
FILTER DRAIN 12004 m
GRIP 121856 m
MANHOLE 93363 no.
PIPED GRIP 5181 m
INTERCEPTORS AND SOAKAWAYS Tbc
DRAINAGE/KERB UNITS Tbc
SLIT DRAINS Tbc
DITCHES* Tbc
TRASH SCREENS Tbc
FORDS 26 no.
ANCILLARY ASSETS
PUBLIC RIGHTS OF WAY 5646km
PUBLIC RIGHTS OF WAY BRIDGES 2525 no.*
PROW SIGNPOSTS 10070 no.
PROW STEPS 1099 no.
PROW BOARDWALKS 76 no.
VERGES 8,020,512 m2
WINTER WEATHER STATIONS 12 sites
GRIT BINS & HEAPS 4678 no.
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Asset Type: Carriageways
Inventory
The carriageway asset makes up the largest proportion of the highway
asset overall. It comprises all the elements that make up the ‘fabric’ of
the road from the foundation to the surface construction. Surface water
drainage is excluded as this is covered under the drainage asset
information. The table below summarises the length of carriageways in
Gloucestershire. The construction of carriageways varies considerably
and relatively little is known about the original construction of many parts
of the network.
CARRIAGEWAYS
Kerbs
PRINCIPAL URBAN 156 km
Estimated
to be
3618km
PRINCIPAL RURAL 415 km
CLASSIFIED URBAN 365 km
CLASSIFIED RURAL 1597 km
UNCLASSIFIED URBAN 1272 km
UNCLASSIFIED RURAL 1622 km
TOTAL 5427 km
Condition
Maintaining the condition of the carriageway network is a continuous activity – the asset
never remains ‘new’ for long once the road becomes subject to traffic, weather and other
factors. A clear understanding of the condition of the carriageway network directs
maintenance programmes and ensures that best use is made of resources.
The condition of the principal and non-principal classified network
is assessed through annual SCANNER (Surface Condition
Assessment of the National NEtwork of Roads) surveys. This is a
traffic speed; machine based survey that measures a range of
road condition parameters. These measurements are processed
in the pavement management system (PMS) to create a road
condition indicator (RCI); condition score for every 10 metre sub-
section of this network.
Up until 2015, the condition of the unclassified network was
assessed through coarse visual inspections (CVI). These roads
are now assessed by MRM (Multi function Road Monitor). This is
a similar, though smaller, vehicle to a SCANNER and collects all the same condition
parameters as the larger machine with the exception of cracking information. Even with a
SCANNER Vehicle
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smaller vehicle it is still not possible to access the County’s entire unclassified network. The
first complete cycle of surveys, surveyed 73% of the County’s unclassified roads.
The accuracy and completeness of these records is considered good.
All parts of the network are maintained and slowly improving although there are considerable
proportions of the non-principal and unclassified networks that still need improvement. The
current (2016/17) results for carriageway condition are shown in the table following.
Carriageway Description Percentage of network
in need of maintenance
Trend
Principal Network – A roads 2% Maintaining
Non-Principal Network – B & C roads 5% Maintaining
Unclassified Network – U roads 12% Improving
Use
To assist with planning future maintenance activity, it is essential to use current condition
data in conjunction with historic maintenance information. Since 2010, GCC has been
recording details of any available construction information within WDM PMS.
Data Systems
Information about the carriageway asset, its attributes and condition are stored within the
WDM Pavement Management System (PMS). Defect Information identified through safety
inspections is held in Confirm.
Data Gaps
The recording of carriageway maintenance activity needs to improve as work is being carried
out without the new construction information being recorded.
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Asset Type: Footways & Cycletracks
Inventory
The footway and cycleway asset is extensive. Footways are
categorised in line with “Well Maintained Highways” and GCC holds
detailed and accurate information about high category footways; those
which carry the highest volumes of pedestrian traffic or are
strategically important. As with other large authorities, relatively little is
known about the remaining footway network though we are part way
through a project of gathering inventory and condition data for the
entire footway network.
As well as footways and cycletracks which are attached to the
carriageway asset, i.e. alongside roads, there are also lengths of the
network which are remote from the carriageway. These are more difficult to quantify and
relatively little is known about these routes. A large proportion of these are referred to locally
as Class 6 highways.
The table below summarises the length of footways and cycletracks in Gloucestershire. The
construction and surface type of footways in particular varies considerably and little is known
about these attributes on many parts of the network.
Footway/Cycletrack Description Length
High category footways 117 km
Other footways 3518 km Estimated
Segregated cycletracks 312 km Estimated
In addition to the network outlined above, there are also footways which are privately owned.
In these cases GCC is not usually responsible for their maintenance and they are excluded
from the lifecycle planning process applied. The footway and cycleway network grows as
new developments and links are built.
Condition
Maintaining the condition of the footway and cycleway network is a continuous activity
although their life tends to be longer than that of carriageways because of not being subject
to traffic loading. Nevertheless, a clear understanding of the condition of the network can
help to direct maintenance programmes so as to ensure that best use is made of resources.
The condition of the footway and cycleway network are assessed primarily through highway
safety inspections which are carried out on an annual, quarterly or monthly basis depending
on the hierarchy of the asset item (see Appendix 1 for more detail). These identify safety
defects on routes but can also provide a view on general condition.
Following the introduction of FNS (Footway Network Survey) in 2009, we have been carrying
out enhanced surveys on the network in order to obtain consistent inventory and condition
information on this asset. This task is considerable given the size of the network however
information has now been collected on the majority of the urban network within the County.
This amounts to 1755 km of footway.
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Use
To assist with planning future maintenance, it is essential to be able to use maintenance
history data in conjunction with the condition data.
Data Systems
Information about the footway asset, its attributes and condition are stored within the WDM
Pavement Management System (PMS). Defect Information identified through safety
inspections is held in Confirm.
Data Gaps
There is still work to do to improve the information held about the extent, surface type and
condition of the entire footway and cycleway network. Condition of the top hierarchy of
footways is now over 6 years old (although safety inspections are carried out on a frequent
basis). Collection of this data is a costly exercise, and whilst footway maintenance funding
remains relatively low, a cost benefit argument can’t be made to spending funding on
updating the inventory and condition gap.
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Asset Type: Highway Structures
Asset Group: Bridges and Footbridges
Inventory
GCC holds detailed and accurate information about bridges and footbridges. Because we
have good information, we can split the Asset type into Groups and Sub-groups for lifecycle
management purposes.
The tables below summarises the sub-groups used to manage Highway Bridges and
Footbridges.
No.
Group Bridges 808
Su
b-G
roup
s
Large, complex 49
Substandard 77
Listed 39
Subways 17
Arches 316
Large Arches 7
Slab 81
Beam/girder 38
Box/pipes 176
Miscellaneous 8
The different sub-groups have different requirements for inspection and maintenance, and
different targets can be set for their management.
No.
Group Footbridges 55
Su
b-G
roup
s
Over road 12
Adjacent to Fords 12
Class 6 highways 24
Ex Rail bridges 7
Data
Data Systems
Basic information including location and ownership is held within CONFIRM. More detailed
information about bridges and structures, their attributes and condition is stored within AMX.
Electronic access to records, reports, drawings, photographs and maintenance information is
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
available through AMX. Some older reports and documents are held in the County’s Modern
Record Archive.
Use
To assist with planning future maintenance, it is essential to be able to use maintenance
history data in conjunction with condition data. GCC records the maintenance history for
bridges and structures in an electronic filing system, from which data is transferred into the
AMX system. This will be able to be interrogated to find dates of past maintenance,
including treatments, dates and costs. Inventory and condition information can be extracted
from AMX in order to use the CIPFA Structures Toolkit, which provides both Gross and
Depreciated Replacement Costs for Whole of Government Account submissions.
Data Gaps
There are data gaps relating to new structures, and recently located or transferred structures.
Systems like the Structures Toolkit sometimes require additional information to be
collected/held. This can be addressed during the general inspection process.
Condition
Maintaining the condition of structures is an ongoing activity which requires continuous
investment. Nevertheless, a clear understanding of the condition of structures (and the
amount of residual life they have) can help to direct maintenance programmes so as to
ensure that best use is made of resources.
The condition of bridges and structures is assessed through detailed visual inspections. All
bridges are inspected visually at two year intervals, with additional, more detailed
inspections for many bridges being carried out generally at 6 year intervals. These more
detailed inspections are called Principal or Engineer Inspections, and the frequency of these
is being reviewed to create a risk based interval reflecting the different characteristics of
each sub-group. Severity and extent of defects is noted, and this data is used to determine
the bridge condition index for each individual bridge and groups of bridges. This also
enables stock condition to be determined and trends to be identified.
Structure
Description
Subgroup stock
average condition
(March 2017)
Subgroup stock
critical element
condition
Bridges 86.91 69.72
Large, complex 86.30 78.24
Substandard 86.17 59.69
Listed 87.97 76.77
Subways 88.98 88.45
Arches 86.27 64.91
Large Arches 87.00 77.22
Slab 78.34 59.19
Beam/girder 88.17 77.00
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Box/pipes 89.94 62.96
Structure
Description
Subgroup stock
average
condition
(March 2017)
Subgroup stock
critical element
condition
Footbridges 77.55 72.48
Over road 84.48 87.82
Adjacent to Fords 91.36 89.96
Class 6 highways 88.81 79.89
Ex Rail bridges 49.88 24.00
As well as the visual condition of bridges, their structural capacity is also assessed. Bridges
which do not meet current loading requirements are generally managed in line with BD79/13
(Management of Sub-standard Structures), and we continue to monitor the loading capacity
of all bridges using the structural review process required by BD101/11 (Structural Review
and Assessment of Highway Structures).
All inspection and assessment data is held within AMX.
Asset Type: Highway Structures
Asset Group: Culverts
Inventory
The data for culverts is of a similar condition to that for bridges. Culverts below 1.0m span
are considered to be part of the drainage network and not “structures”. The group has been
split into 2 sub-groups, short and long culverts, with the cut off between the two groups at
10m. The table below shows the number of each subgroup, and the condition and trends.
No.
Subgroup
stock
average
condition
(March 2014)
Subgroup
stock
critical
element
condition
Trend
Group Culverts
(1.0m<span<1.5m) 106 88.08 57.98 Deteriorating
Su
b-
Gro
u
ps Long (>10m) 49 87.46 61.75 Deteriorating
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
Short (<= 10m) 77 87.06 49.99 Deteriorating
Data
Data Systems
Basic information including location and ownership is held within CONFIRM. More detailed
Information about culverts, their attributes and condition is stored within AMX. Electronic
access to records, reports, drawings, photographs and maintenance information is available
through AMX. Some older reports and documents are held in the County’s Modern Record
Archive.
Use
To assist with planning future maintenance, it is essential to be able to use maintenance
history data in conjunction with condition data. GCC records the maintenance history for
culverts in an electronic filing system, from which data is transferred into the AMX system.
This will be able to be interrogated to find dates of past maintenance, including treatments,
dates and costs. Inventory and condition information can be extracted from AMX in order to
use the CIPFA Structures Toolkit, which provides both Gross and Depreciated Replacement
Costs for Whole of Government Account submissions.
Data Gaps
There are data gaps relating to new culverts, and recently located or transferred structures.
Condition
The condition of culverts is assessed through detailed visual inspections using the same
process as for bridges. All culverts are inspected visually at two year intervals, severity and
extent of defects is noted, and this data is used to determine the condition index for each
individual culvert and groups of culverts. This also enables stock condition to be determined
and trends to be identified. Culverts do not have Principle inspections, and many are
confined spaces or have reduced headroom, making access for inspection difficult. If we
have specific concerns about condition, we can use CCTV or similar un-manned inspection
processes.
The CIPFA Structures Toolkit recognises that culverts tend not to have separate, finite life,
elements, and they can therefore be treated at a structure level, rather than by component.
Asset Type: Highway Structures
Asset Group: Retaining Walls
Inventory
Inventory data for retaining walls has not been held, or collected, at the same level as other
highway structures. As a result, the current recorded stock consists of newer built walls
(either built by the County Council, or by developers) and older walls where there has been
some cause for concern.
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Retaining walls which retain land above the highway are generally privately owned, and
retaining walls which retain the highway are generally considered to be part of the
maintainable highway.
The Structures Toolkit splits retaining walls into below and above 3.0m retained height. The
CIPFA guidance also classes retaining walls below 1.35m as being part of the carriageway,
not to be classed as highway structures. In Gloucestershire we have traditionally made the
cut-off at 1.5m retained height.
No.
Group Retaining walls
Retained height ≥ 1.5m
Su
b-G
roup
s
large (>3m) 70
small (≥ 3m height ≥ 1.5m) 239
Data
Data Systems
Basic information such as location is held within CONFIRM. More detailed Information about
retaining walls, their attributes and condition is stored within AMX. Electronic access to
records, reports, drawings, photographs and maintenance information is available through
AMX. Some older reports and documents are held in the County’s Modern Record Archive.
Use
To assist with planning future maintenance, it is essential to be able to use maintenance
history data in conjunction with condition data. GCC records the maintenance history for
retaining walls in an electronic filing system, from which data is transferred into the AMX
system. This will be able to be interrogated to find dates of past maintenance, including
treatments, dates and costs. Inventory information can be extracted from AMX in order to
use the CIPFA Structures Toolkit, which provides both Gross and Depreciated Replacement
Costs for Whole of Government Account submissions.
Data Gaps
A full survey of retaining walls has never been undertaken. It is anticipated that only between
25-30% of retaining walls are recorded, and for those that are recorded the information held
is patchy. We are working with the University of Gloucestershire to investigate methods of
collecting this information using geospatial modelling.
Condition
Retaining walls are not currently inspected on a proactive, planned basis: where specific
walls are giving cause for concern, visual monitoring is undertaken at specified intervals.
Inspections generally follow reports of deterioration, reporting of defects tends to be
narrative rather than measured and the CSS inspection method is not used.
The CIPFA Structures Toolkit recognises that retaining walls tend not to have separate, finite
life, elements, and they can therefore be treated at a structure level, rather than by
component.
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
Asset Type: Highway Lighting
Inventory
GCC holds detailed and accurate information about street lighting in line with the
recommendations of the Code of Practice for Well Managed Highway Infrastructure. The
table below summarises the information held about street lighting in Gloucestershire.
HIGHWAY LIGHTING QUANTITY
WALL / WOOD POLE MOUNTED LIGHTING 6542
LIGHTING COLUMNS 53,617
HERITAGE COLUMNS 654
SUBWAY LIGHTING UNITS 166
ILLUMINATED BOLLARDS 1981
ILLUMINATED TRAFFIC SIGN 4142
NON-ILLUMINATED TRAFFIC BOLLARDS 1019
VEHICLE ACTIVATED SIGNS 180
LOW LEVEL LIGHTING UNIT 100
CENTRE REFUGE LIGHTING UNIT 45
In addition to the network outlined above, there is also street lighting which is privately
owned. In these cases GCC is not usually responsible for maintenance and they are
excluded from the lifecycle planning process applied. The street lighting stock grows as new
developments and links are built and as there are improvements in the quality of lighting
during capital schemes.
Condition
Poor quality of some street lighting is a key issue for people currently deterred from walking
by fears about personal security. Improved lighting can be helpful in providing a more
comfortable environment for both pedestrians and cyclists.
With significant increases in the cost of energy and a council target to reduce CO2 by 60%
before the end of 2020/2021, the council has made the decision to invest in LED
technologies. This will result in the conversion of the entire street lighting stock (61,751) by
the end of March 2019. This investment is being delivered over a three and a half year
period through the council’s new street lighting contract that commenced in November 2015.
As part of this investment and to further reduce the impact of future energy increases the
council are also installing a Central Management System (CMS) that allows the street
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lighting asset to be dimmed (by varying levels depending on usage) during the hours of low
night time usage.
The conditions of street lighting supports are assessed annually through a combination of
detailed visual inspections (DVI) and loss of section non-destructive structural testing, which
follow the recommendations of TR22. These results assist in determining the annual Capital
replacement programme for column supports and allow targeted use of maintenance funding.
Electrical tests are also carried out to ensure compliance with legislation.
The condition of the street lighting stock needs improvement. Currently 48%of columns are
older than 40 years old and at need of review for replacement. The current (2017/2018)
results for responding to street lighting repairs are shown in the table below.
BVPI 215a – No. days taken to repair street lighting faults (GCC)
5.39 days improving
BVPI215b – No. days taken to repair street lighting faults (DNO owned cable network)
22.97 days Improving
BVPI 98 - % of street lights not working as planned
0.20% improving
Column backlog (using DfT methodology, 5/6m = 40 yrs, 8-12m = 35 yrs, >12 m = 50 yrs)
48% improving
AGE OF HIGHWAY LIGHTING COLUMNS
Age < 4m 5m 6m 8m 10m 12m > 12m
MILD STEEL
(Tubular and
sheet)
0-20 35 10015 9885 1717 2127 262 29
21-30 5 1018 603 278 399 62 0
31-40 22 4725 1575 815 1521 278 0
Over 40 25 8695 2125 1641 2558 120 0
Total 87 24453 14188 4451 6605 722 29
CONCRETE 0-20 0 209 2 0 0 0 0
21-30 0 0 0 0 0 0 0
31-40 0 81 1 0 0 0 0
Over 40 0 2647 106 1 0 0 0
Total 0 2937 109 1 0 0 0
ALUMINIUM
(Tubular and
fabricated)
0-20 7 16 1 0 13 0 0
21-30 0 0 0 0 0 0 0
31-40 0 26 0 0 0 0 0
Over 40 11 510 5 0 0 0 0
Total 18 552 6 0 13 0 0
CAST IRON 0-20 2 11 2 0 0 0 0
21-30 0 1 0 0 0 0 0
31-40 0 2 2 0 0 0 0
Over 40 11 112 5 1 0 0 0
Total 13 126 9 1 0 0 0
WOOD
(Inc. pole
0-20 2 597 63 1 1 0 0
21-30 0 486 122 1 0 0 0
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
mounted or
electricity/
telecom pole)
31-40 0 240 61 41 1 0 0
Over 40 8 3400 221 67 0 0 0
Total 10 4723 467 110 2 0 0
OTHER
(Inc. structure
mounted, e.g.
wall brackets)
0-20 55 37 9 18 40 2 0
21-30 73 59 47 13 19 0 0
31-40 21 87 33 18 17 4 0
Over 40 28 533 106 63 84 0 0
Maintaining and improving the condition of the street lighting stock is a continuous activity. A
clear understanding of the condition of the asset (and the amount of residual life it has) helps
to direct maintenance programmes so as to ensure that best use is made of resources. Age
is one of the indicators that can be used to assess residual life, as shown in the table above.
Use
To assist with planning future maintenance, it is essential to be able to use maintenance
history data in conjunction with the condition data. GCC records the majority of its cyclical
and reactive maintenance work through historical records held in MAYRISE. This can be
interrogated to find dates of past maintenance, including works details, dates, costs and
current defects.
Data Systems
Information about the highway lighting asset, its attributes and condition is stored within the
Mayrise Street Lighting Management System.
Data Gaps
Whilst the highway lighting inventory is generally comprehensive, there are data gaps:-
around the differences between manufacturer and commercial product names,
Private Underground Cable Networks – Locations and specifications (survey of 50%
complete).
Vehicle Activated Signs (VAS) - Locations and specifications (survey required).
Master switch points and controlled units. (This is ongoing and information is
collected as part of cyclic maintenance visit).
Structural Condition of Columns and Posts – (All information exists in an Excel
spreadsheet but needs to be uploaded into Mayrise).
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
Asset Type: Street Furniture
Inventory
Street furniture assets include those items on the highway which may be in place for a safety,
information or amenity purpose. GCC holds inventory on the following street furniture assets.
STREET FURNITURE QUANTITY
NON-ILLUMINATED TRAFFIC SIGNS 100,000+
NON-ILLUMINATED BOLLARDS 13,000+
SAFETY FENCES 58838 m
PEDESTRIAN BARRIERS 36931 m
BUS SHELTERS 111
CATTLE GRIDS 86 no.
TREES 29983
ROAD STUDS tbc
ROAD MARKINGS tbc
Condition
Condition information is held about many of these assets which are located on the classified
road network. This information was collected from a video survey conducted in 2008 of the
classified road network. A 2015 survey of safety fences and road restraint systems was
carried out on the A and B road network which recorded condition data. Condition of the
assets on the unclassified road network is less complete and is estimated based on a 100km
sample of data taken during the video survey.
Trees are subject to inspections at regular intervals – those in the busy town and city centres
of Cheltenham and Gloucester are inspected at 3 year intervals. Trees elsewhere on the
network are inspected on a 5 year frequency although particular attention is given to bus
routes. Records of maintenance and condition of trees are held by the County’s tree
arboriculture officers.
We have recently carried out a survey of condition of centre line on all A and B roads. The
condition of other white lining and of road studs is assessed through the routine safety
inspection process.
Use
To assist with planning future maintenance, it is essential to be able to use maintenance
history data in conjunction with the condition data. GCC records the majority of its cyclical
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
and reactive maintenance work through historical records. This can be interrogated to find
dates of past maintenance, including works details, dates, costs and current defects.
Data Systems
Inventory data for some of these assets is stored in Confirm, as well as some paper records
being held for tree inspections. In the longer term it is intended to introduce electronic
records of tree inspections.
Data Gaps
Data gaps are primarily around the ability to keep this information up to date.
There is a gap in data around road studs and markings.
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
Asset Type: Traffic Management Systems
Inventory
Inventory held on GCC’s traffic management systems is
considered reasonable. As part of the new Maintenance Contract,
which commenced in Autumn 2017, the whole inventory is to be
reviewed, and a new Asset Management/Fault Management
system (ImTrac) will be introduced, with access for both the
County Council and the Contractor. Information about zebra
crossings, and vehicle actuated signs is held as part of the
Highway Lighting record.
TRAFFIC MANAGEMENT SYSTEMS QUANTITY
TRAFFIC SIGNALS 173 locations
PEDESTRIAN SIGNALS 197 locations
ZEBRA CROSSINGS 187 locations
VEHICLE ACTIVATED SIGNS 118 no.
WIG-WAGS 4 locations
CAR PARK / VARIABLE MESSAGE SIGNS 6 no.
SAFETY CAMERAS 50 no.
CCTV CAMERAS 4 no.
ANPR CAMERAS 9 no.
BUS GATES/RISING BOLLARDS 2 no.
REAL TIME PASSENGER INFORMATION 3 routes
AUTOMATIC TRAFFIC COUNTER SITES 280 no.
Condition
Condition is assessed using fault records from the Fault Management System (FMS), 6
monthly inspections and operational assessment. The recommended DfT lifecycle for traffic
signal control equipment is 15 years. At the present time, a significant proportion of the
assets are already in excess of the 15 year cycle. In order to ensure that no asset is over 15
years old, 25 installations would have to be refurbished or upgraded each year. The current
rate of refurbishment is 7 per annum. Approximately 20 operational assessments are
carried out each year. However, in order to meet the target of reviewing every installation on
a 5 year cycle, approximately 80 reviews would need to be carried out each year, with the
consequent funding implications.
A total of 11 pedestrian crossings and 15 signalised intersections need refurbishment now.
A further 9 pedestrian crossings, 10 signalised junctions and 2 emergency vehicle wig-wag
installations are using control equipment that has been declared obsolete and need to be
replaced within the next 3 years. A further 19 pedestrian crossings and 59 signalised
junctions are using control equipment which is no longer manufactured but is still supported.
These will need to be replaced within the next 5-10 years.
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
Use
To assist with planning future maintenance, it is essential to be able to use maintenance
history data in conjunction with the condition data. GCC records the majority of its
maintenance work through the FMS and its historical records of 6 monthly inspections.
Data Systems
All data is stored on a combination of spreadsheets, the fault management system (FMS)
and the Comet database.
Data Gaps
It is proposed to collect inventory data across the whole Traffic Signal asset, and transfer it
into a combined asset inventory and fault management system (ImTrac) as part of the new
Signals Maintenance Contract commencing in October 2017.
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
Asset Type: Drainage
Inventory
The highway drainage network is extensive. GCC holds detailed
information about a small proportion of this network, such as the
location of gullies, which are visible and maintained in a cyclical
programme; however we hold less information about the historic built
asset, as much of it is buried under the carriageway.
The table below summarises the data held about the known drainage
asset in Gloucestershire.
Description Quantity
Gullies 114479 no.
Balancing Pond 24 no.
Catchpit 78 no.
Counterfort Drain 400 m
Culvert 2603 m
Filter Drain 12004 m
Grip 121856 m
Manhole 93363 no.
Piped Grip 5181 m
Interceptors and Soakaways Tbc
Drainage/kerb units Tbc
Slit drains Tbc
Ditches* Tbc
Trash screens Tbc
Fords 26 no.
In addition to the network outlined above, there is also drainage which is privately owned. In
these cases GCC is not usually responsible for maintenance and they are excluded from the
lifecycle planning process. *The ditches recorded above are those for which GCC has
responsibility. The majority of roadside ditches are not part of the highway and are not
included in this figure. The drainage network grows as new developments and links are built.
Condition
Maintaining the condition of the drainage network is an activity which is becoming more and
more important as the county experiences more frequent episodes of heavy rain. A clear
understanding of the condition of the network (and the amount of residual life it has) can help
to direct maintenance programmes so as to ensure that best use is made of resources.
Knowledge of the asset could also help the county understand the investment required to
better prepare the network for the potential effects of climate change.
When there are issues on the drainage network, we often get CCTV footage of local parts of
the drainage systems. This increases our knowledge of the system, and also gives us clear
information about the condition of the asset at specific locations
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
Use
To assist with planning future maintenance, it is essential to be able to use maintenance
history data in conjunction with the condition data. We record as-built data on Confirm to
assist with future maintenance.
Data Systems
Information about the drainage asset and its attributes is stored on Confirm, and we also
hold a searchable library of CCTV records. Gully data is captured during cyclical
maintenance and that data is used to update the records on Confirm.
Data Gaps
There is significant work to do to improve the information held about the extent, type,
construction and condition of the entire drainage network. Gully cleansing information is
captured already but needs to be integrated into the drainage information held in Confirm.
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
Ancillary Assets: Verges and Land
Inventory
Ancillary assets include verges and highway land. Exact figures are
not available, but the estimated area of highway verge used for
valuation purposes is 8 square kilometres. Conservation verges,
which have protected status are mapped. Areas which are prone to
noxious weeds are recorded.
Condition
The condition of the verges can be affected by the regularity of grass cutting and vegetation
clearance regimes. Verges are subject to annual grass cutting regimes where they form part
of safety and visibility splays. Larger scale vegetation clearance is undertaken on a needs-
led basis in targeted areas.
There is a legal requirement to treat/address noxious weeds, and this is generally carried out
on an annual programme, at the appropriate time of year.
Use
Verges exist and can be used to create a visibility splay, often at junctions, or are historical
provisions which support the local flora and fauna.
Data Systems
Verge records are held in paper format as part of the grass cutting schedules.
Locations of historic programmes for noxious weed treatment are kept in paper/spreadsheet
lists.
Data Gaps
Much of the information relating to verges is held in list/paper form. It would be helpful if the
information was mapped, including information about noxious weeds.
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
Ancillary Assets: Miscellaneous
Inventory
There are a number of miscellaneous items associated with the highway which are included
in the highway asset. We have a winter weather system, which comprises a master station
and 12 local weather recording stations across the highway network. We also have a
number of grit bins, for the local storage of salt for application directly to the highway.
Weather stations
Grit Bins
Weigh Bridges
Information Strategy
Data is regularly reviewed, and updated, where possible through regular condition inspection
processes. Significant data gaps have been identified, prioritised and listed below. Gaps in
data can create risks for highway users and also affect the accuracy of our financial data.
The following table shows the key data gaps for the different assets, and the associated
risks. This has enabled us to produce a costed and prioritised list of actions for closing the
gaps. Costs for this work have to be found from the maintenance budgets for each asset.
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
Asset Data Gap Risk for users Impact on total GRC Prioritisation Actions cost
Structures Retaining Wall location &, ownership of unrecorded walls, condition of all walls,
Not inspected, therefore cannot assess risk to public. However, often reported by member of public before critical state reached, so risk to network is low.
Can’t be valued, average wall value is £150k, could be £20m undeclared asset, which is above the level of materiality for GCC accounts. High risk
Medium We are working with the University of Gloucestershire to consider the possibility of developing a model for identifying locations of retaining walls, using geo-spatial modelling techniques.
£5000
Footways Location of proportion of rural and village/small town footways has not been identified. Condition of all footways only collected once through FNS
Walked safety inspections carried out on class 1a, 1 and 2. Other footways only inspected from vehicle. Risk is therefore managed
Impact on value – some data is now 6 years old, and should consider restarting the survey, as well as completing the currently un-surveyed areas. Age of condition data would not satisfy auditors, High Risk
Medium This project is underway though at current progress, it is estimated it will not be complete before 2023. Consider allocating more resource, and restarting the survey for higher class footways.
£20000 annual
Traffic Signals Detailed inventory of all traffic signals, including Controller type and age. What inventory is held, is kept in various spreadsheets and not easily accessed or interpreted
Annual inspections carried out, which manages risk to users. Difficult to proactively manage inventory and condition, and to produce long term maintenance plans. Risk of breakdown due to age is relatively high, leading to potential of traffic congestion and accidents.
Value is calculated using broad assumptions, which might not satisfy auditors. Age data is currently unrecorded, so DRC figures would not satisfy auditors, but below level of materiality. Medium Risk
Medium As part of the new Traffic Signals contract, in Year 1 the new Contractor is to collect detailed inventory for the whole asset, and establish an Asset/Fault Management System which can be accessed by both the Contractor and the County Council
£6000, Included in new contract
Carriageways Construction information is not held in the Pavement Management System
Difficult to proactively manage long term condition of asset, and to produce long term maintenance plans
Not required for GRC calculations
Medium Enter scheme information into WDM system to create a historical database of carriageway construction.
Ongoing, no additional costs
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
Drainage Location of key elements of drainage asset (soakaways, interceptors and kerb drainage systems. SUDS and drainage crates
Lack of inventory data makes proactive maintenance is not carried out, which increases flooding risk and structural damage to carriageways
- High risk
Drainage not considered separately within GRC calculation – low risk
Medium Data collection through local records is ongoing. These are being digitised and refined where possible. Further consideration should be given to proactive maintenance of all drainage features, however, this would increased the pressures on already stretched Revenue Budgets.
Ongoing
Street Lighting
Location of GCC owned cable
Cables are vulnerable to damage during works by other utilities or highway maintenance activities. – medium risk
No impact to GRC valuation Medium Collection of this information is now 50 % complete and is available as a mapped layer within Gloucester and Cheltenham. Quotes being obtained from contractors to complete data collection outside of G & C
£tba
Street Lighting
Vehicle Activated Signs – register only held as spreadsheet
VAS are not regularly inspected or maintained.
Sufficient information is held to produce GRC figures, DRC figure is estimated, but not likely to be materially significant
Low Getting a price from contractors to locate signs GPS and condition
£tba
Street Furniture
Legacy data for safety barriers on C class roads and unclassified road not held in same format as for A and B roads. As built data from replacement work not updated
Difficult to produce long term asset management plans. Database still reflects condition and inventory details from survey prior to repairs.
Condition and replacement dates required to calculate DRC effectively, to show benefit of investment programme.
Medium Getting condition information updated on sites where it is known that work has been carried out.
included in works cost
Street Furniture
Location of road studs and white lining are not recorded/
Defects are picked up through routine safety inspections and dealt with reactively. The risk associated with this data gap is quite low.
Not valued separately, so no impact on GRC valuation, or on DRC
Low Consider adding data into Confirm as it is collected through other works and surveys.
n/a
TAMP Operational Annex – Chapter 3 Inventory and Data Revised November 2018
Miscellaneous Pumps (for subways and underpasses) – location and data, only held by individuals, rather than on a system
No resilience, no planned maintenance, increases risk of breakdown, leading to localised flooding.
No impact to GRC valuation Medium Collation of information about pumps, servicing frequency and investigation of options for future.
£tba
Verges Information held in paper lists, not available in a mapped format
Information is not easy to access, leading to increased risk of inappropriate treatments for protected verges
No impact to GRC valuation Medium Transfer data into map layers, available on local mapping system
£tba